Brake



April] 3 1), 1935.. c. H. TAYLOR 9 I I BRAKE F'i led Feb. 28, 1929' 2 Sheets-Sheet 1 I INVENT R. @QQM H. Way 0&

April 30, E935. c. H. TAYLOR 199999217 I BRAKE Filed Feb. 28, 1929 2 Sheets-Sheet 2 IN VEN TOR. CWM H. TIWJW ATTOR EY Patented Apr. 30, 1935 STATE BRAKE Cecil H. Taylor, Detroit, Mich, assignor to Bendix Brake Company, South Bend, Ind a corporation of Illinois Application February 28, 1929, Serial No. 343,270 4 Claims. (01. 188l0) This invention relates to brakes and is i1lus- Figure 6 is a view showing my invention emtrated as embodied in novel operating mechanism bodied in the connection between a crank or lever for a set of four-wheel brakes for an automobile. arm and a brake pull rod;

The outstanding feature of my invention re- Figure 7 is a section of Figure 6 taken on the o lates to the provision of a novel anti-friction bearline 7-1; ing structure readily adapted to various parts of Figure 8 is a view showing the adaptation of the brake connections such as the supports for the invention to the bearing for a cam shaft; and the cross shaft adjacent the service pedal, the Figure 9 is a diametric section through the connection between the various pull rods and bearing and shaft of Figure 8 and on the line 9-9 10 their co-operating lever arms, and the bearing of Figure 8. 10

for the cam shaft of the brake proper. The chassis shown in Figure 1 includes the My novel bearing structure comprises a supusual frame, ordinarily having one or more cross port of limited area, which support may take the members it connecting the opposite side memform of a thin stamping to provide in effect what bers I2, and which is supported by the usual may be termed a knife edge or it may take the springs (not shown) on front and rear axles l4 form of a conical stud having a slightly rounded and it, which in turn are carried by road wheels end. In both embodiments the area of contact i8 having front brakes 28 and rear brakes 22. between the knife edge or the conical stud and The brakes may be operated by tension rods or the member to be supported is very limited, thus cables 24 connected to operating arms or levers 2o obviating an appreciable amount of friction be- 26 on a single heavy transverse shaft 28. The

tween the parts as well as preventing failure shaft may be operated by a service pedal 30 conof operation due to the ingress of foreign matter nected by means such as a link 32 to an arm 34 such as ice, dirt etc. connected to the shaft.

A further feature of my invention resides in a The present invention has to do in one of its novel arrangement of the bearings for a brake aspects with the supporting and arrangement 25 cross shaft in which a three point support for the of shaft 28 or its equivalent. In that form of shaft is provided. The shaft is preferably rethe invention disclosed in Figures 1, 2 and 3 the cessed to accommodate the three supporting shaft is straight save for the conventional bend elements, the points of contact between the latto avoid the drive shaft. I propose to provide ter and the shaft lying in a straight line. A furthree points of support or three bearings for the 30 ther novelty resides in crooking or bending the shaft. The end bearings may comprise stampings shaft at the central bearing, thus obviating the 35 adjustably secured as by bolts 3? to the channecessity of recessing the shaft to its geometrical nel frame members l2, which stampings are center. preferably twisted at one end to provide a rela- Various minor but important features of tively narrow and thin blade member 38 extend- 35 novelty relate to the specific detail of the various ing at right angles to the body of the stamping. bearings; to their adjustability; and to other de- The blade portion 38 is adapted to fit within a sirable details of construction which will be aprecess preferably V shaped, cut in the shaft; the parent from the following description of the end of the blade, preferably rounded, bearing 40 illustrative embodiments shown in the accom upon the shaft at the apex of the recess, all as 40 Figure 2 is a partial plan view of the chassis frame cross member ill.

panying drawings, in which: clearly disclosed in Figure 3.

Figure 1 is a diagrammatic perspective of an The central bearing 48 is similar to that deautomobile chassis embodying one form of the scribed, differing only in its being shaped as an invention; angle member and adjustably secured to the and brake cross shaft embodying the novel bear- The contact points of the three knife edge ing structure disclosed in Figure l; .or blade supports are arranged to lie in the same Figure 3 is a sectional view taken on the line line at the geometrical center of the shaft to 3-3 of Figure 2 showing one of the end bearings permit the rocking of the shaft and I prefer to 50 in detail; mount the center bearing 45! immediately adja- 50 Figure 4 is a View similar to Figure 2 showing cent the arm 34! so that the bearing takes any a modified form of shaft bearing structure and bending stress on the shaft from the pedal, thus support for the central bearing; permitting a lighter shaft to be used. The shaft Figure 5 is a section taken through the shaft is furthermore extended through enlarged openon the line 5-5 of Figure 5; ings in the frame members !2, which members thus serve as safety or emergency bearings upon failure of the blade members.

In that embodiment of the invention disclosed in Figures l and 5 the deep recessing of the shaft (with the consequent weakening) may be obviated by crooking or bending the shaft at 52 to permit the three aligned relatively shallow countersinks 53. In this form the central stamping or bearing member 44 is preferably adjustably secured to an extension piece secured to the cross member it, the enlarged opening in the extension providing a third emergency bearing.

As disclosed in Figures 6 and 7 the limited area bearing may be incorporated in the connection between a cross shaft lever member 26 and its pull rod .24. This connection takes the place of the usual clevis construction and may comprise parallel straps or links it connected at their ends by end members i'l preferably integral therewith. The pull rod may be adjustably connected to one end member 41 and the remaining member is preferably internally threaded to receive I a stud 4B tapered at its imier end to provide a conical thrust head 5i preferably having a slightly rounded end to fit Within a conical countersink 52 in the enlarged end 53 of the crank lever 26. A look nut 54 and washer 55 preserve the adjustment of the stud which may be rotated by the integral nut 55 at its end. A stop pin 51 secured to the straps 4% serves to limit the movement of the crank to obviate rattle as well as preserve the adjustment.

In that embodiment disclosed in Figures 8 and 9 a tubular cam shaft bearing 58 fixedly'secured to the backing plate 60 may be provided with'a thin blade 62 welded thereto, which blade fits within a recess, preferably V shaped, in the cam shaft 63. The usual crank arm 54 and cam part 65 aresecured to the ends of the cam shaft. In this embodiment it is to be observed that the blade member, which is preferably rounded at its end to fit the correspondingly rounded apex of the recess, serves to cut down the contact area between the shaft and its bearing 58 by the amount'of the cut away portion. Friction between the relatively movable parts is thus lessened.

I have thus provided an efficient bearing struc ture which, by virtue of the limited contact area between the journal and journaled members appreciably reduces the friction between the parts as compared with conventional bearing struc tures. The freezing of the-controls ofttimes occurring as a result of the ingress of dirt, low oil viscosity or the formation of ice at the bearings is to a large extent eliminated by my novel structure. It is further to be noted that the conical countersink of Figure 6 may be effected by a simple drill press operation which is less expensive and more accurate than the usual machining or milling operation of a circular bearing. Furthermore the adjustable feature of the bearings permits ready alignment of the cross shaft with both the initial set and subsequent adjustment for wear.

The structure shown in Figures 4, 5, 6, '7, 8 and 9 is also shown and is claimed in my copending appslication Serial No. 5,927, filed February 11, 193

While several illustrative embodiments have been described in detail, it is not my intention to limit the scope of the invention to those particular embodiments, or otherwise than by the scope of the appended claims.

I claim:

1. A brake-operating system for a vehicle comprising, in combination with a shaft extendin crosswise of the vehicle and having brake-operating means at its ends, and in combination with the vehicle frame, aligned knife-edge bearing members carried by the frame and arranged horizontally and engaging said shaft substantially at its axis.

2. A brake-operating system for a vehicle comprising, in combination with a shaft extending crosswise of the vehicle and having brake-oper ating means at its ends, and. in combination with the vehicle frame, aligned knife-edge bearing members carried by the frame and arranged horizontally and engaging said shaft substantially at its axis, parts associated with said frame having openings encircling said shaft adjacent at least two of the bearing members respectively.

3. A brake-operating system for a vehicle comprising, in combination with a shaft extending crosswise of the vehicle and having brake-operating means at its ends, and in combination with the vehicle frame, aligned knife-edge bearing members carried by the frame and arranged horizontally and engaging said shaft substantially at its axis, two of said bearing members being at the rear of the shaft and engaging the shaft near its ends, and an intermediate one of said members being arranged at the front of the shaft.

4. A brake-operating system for a vehicle comprising, in combination with a shaft extending crosswise of the vehicle and having brake-operating means at its ends, and in combination with the vehicle frame, aligned knife-edge bearing members carried by the frame and arranged horizontally and engaging said shaft substantially at its axis, two of said bearing members being at the rear of the shaft and engaging the shaft near its ends, and an intermediate one of said members being arranged at the front of the shaft, together with an operating member in front of the shaft connected to the shaft adjacent said intermediate bearing member, whereby the latter takes the bending moment of the operating member.

CECIL H. TAYLOR. 

